Fuel vaporizing unit for engines



May 30, 1939. c w HUFFMAN 2,160,309

FUEL VAFORIZING UNIT FOR ENGINES Original Filed Nov. 13, 1951 2 Sheeis-Sheet 1 1? M/ VE N TOR c m RREN HUFFMAN May 30, 1939. c, w. HUFFMAN FUEL VAPORIZING UNIT FOR ENGINES Original Filed Nov.

13, 1951 2 Sheets-Sheet 2 INVEN TOR C'WARREN I-II IFFMAIV.

Patented May 30, 1939 UNITED STATES PATENT OFFICE Reiiied for abandoned application Serial No.-

574,857, November 13, 1931. This application February 5, 1938, Serial No. 188,991

9 Claims.

This application is a substitute for my application Serial No. 574,857 which application was allowed, forfeited and abandoned.

This invention relates to a fuel vaporizing unit for engines whereby fuel oil of usual grades is acted upon and becomes available for use in the present types of automobile, truck and stationary engines.

The prime object of my invention is to provide a mechanism in which the fuel oil is subjected to a high pressure in the presence of an inert gas, and without burning the oil in the mechanism.

Another object of my invention is to provide a device of the character stated which can be readily applied to internal combustion engines of usual and well known design, and which is controlled by the usual throttles on the engine.

Still another object is to provide a device of the character stated which is simple in construction, effective in operation, and which will compressthe fuel to the desired amount. I

Other objects, advantages and features of invention may appear from the accompanying drawings,.the subjoined detailed description and the appended claims.

In the drawings:

Figure 1 is a longitudinal, sectional view of my cracking unit as applied to an engine. The supply and intake pipes being broken away in part. I

Figure 2 is a transverse, sectional view of my unit, the plunger being broken away to show internal construction. 4

Figure 3 15 a fragmentary, sectional view of the inert gas fitting and the exhaust manifold.

Figure 4 is an irregular, sectional view taken on line 44 of Figure 2.

Referring more particularly to the drawings, the numeral l indcates a gear and crank housing which is preferably formed in two halves that are bolted togetherby a plurality of bolts. The purpose being to permit ready inspection of the shaft, the gears, and the bearings. An inspection cover 2 is provided on top of the housing I. Within the housing I I provide a crank shaft 3 journaled in suitable bearings and driven by a gear, pulley or other suitable means 4 attached thereto.

The gear orpulley is driven from the crank shaft, cam shaft, generator, or fan shaft of the engine (not shown). The crank shaft 3rotates continuously while the engineis running and a pitman 5 is J'ournaled on the shaft. The lower end of the pitman is connected to the top of the piston 6, preferably by means of a pin I. The piston 6 reciprocates in a cylinder 8 which cylinder is mounted on the bottom of case I.

A stufilng box 9 prevents leakage around the piston 6. A metering piston III is reciprocably mounted in a block II which block is also mounted on the bottom of the case I. A stufling box l2 prevents leakage around the metering piston 5 Ill. The bore iii in which the piston l reciprocates communicates with a horizontal intake bore l4, and fuel is supplied into the last named bore through the pipe I I The metering piston I0 is reciprocated in uni- 1o son with the piston 6 by means of an arm I6 which has a pivotal connection, at one end to the pin 1 and the other end is connected by a link I! to the upper end of the metering piston l0.

The arm I6 is pivotally mounted on a block I8. I A duct l9 extends from the bore M to the cylinder 8, and fuel is supplied into the cylinder 8, compressed and then discharged as will be further described.

Check valves 2l are provided in the bore H for the purpose of preventing the back pressure of the oil from forcing it into the supply tank and also to enable the metering piston to build up a pressure. An air chamber 22 communicates with the duct l9 andacts as a surge chamber as well as a reservoir for an excess supply of oil. A by-pass port 23 extends from the air chamber 22 back into the supply line l5 and serves to return any excess amount of oil that may be pumped by the plunger l0, and also if an excess pressure is built up sufllcient to unseat the check valve 24.

The piston 6 is formed with a depression 25 in the bottom thereof. A cage 26 screws into the bottom of the cylinder 8 and this cage is longitudinally adjustable by means of the screwed connection. so that the compression pressure within the recess 25 in the piston can be varied. A ball check valve 21 rests on top of the'cage 26, and a second check valve 28 rests on a locking ring 29 which screws into the cylinder 8. The two check valves 21-26 both act toprevent leakage out of the recess 25 as the piston descends. 45

An intake port 29 in the piston 6 coincides with a port 30 in the cylinder 8 to permit fuel oil to pass into the recess 25, that is'these ports coincide in the raised position of the piston. The metering pump l0 hasbuilt up a pressure in the duct 19, as previously described" The instant the piston rises to the point where ports coincide, a quantity of fuel will be injected into the recess. As the piston'descends the quantity of fuel in the recess is compressed against the head of the cage 26, and this compression continues until the piston reaches its lowermost position, and at this point an outlet port 3| coincides with an outlet port 32 in the cylinder 3. The compressed fuel is then admitted to an outlet duct 33 which extends to a supply pipe 34 extending to a mixer 35.

'The heat of compression in the cylinder 3 is sufficient to vaporize the oil. The fuel in the cylinder 8 is compressed in an inert atmosphere. Exhaust gases are drawn into the cylinder on each up stroke of the piston 6.

A fitting 36 extends into the exhaust manifold and a pipe 38 extends from the fitting 38 to a coupling 39 to the lock ring 29 Or the bottom of the cylinder 8. On the up stroke of the piston 6 a quantity of inert gas will be drawn from the pipe 33 and will fill the recess 25. The charge of fuel will then enter and be mixed with the inert gas. The

small quantity of this inert gas which is mixedwith the fuel is not sufllcient to materially detract from the efiiciency of the engine.

A nozzle 40 is provided in the mixer 35 and the cracked fuel passes through this nozzle and mixes with the air in proper proportions so that a combustible mixture is provided in the engine cylinders.

A valve I is provided in the block I I, and this valve extends transversely through the ducts l9, and 33. When this valve is rotated it serves to simultaneously shut off both of these ducts, and thus cuts off the supply of fuel to the cylinder 8 and also to the mixer 35. The valve H is connected to the throttle valve 42 by means of a connecting rod 43. The operation of my invention will be evident from the foregoing description.

Having described my invention, I claim:

1. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston in said cylinder, means to reciprocate said piston, a fuel pump, means to actuate said pump, a conduit extending from the fuel pump to said cylinder whereby fuel is fed to the cylinder, fuel outlet means extending from the cylinder, a fuel supply line extending to the fuel pump, a by-pass extending from said conduit to the fuel supply line, a check valve in the by-pass, and an inert gas supply line extending to the cylinder whereby inert gas is supplied to the cylinder before the fuel is being compressed therein.

2. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a cage screwed into the bottom of said cylinder, 8. check valve on the cage, a fitting extending into the bottom of the cylinder, a second check valve on the fitting, an inert gas supply line extending to the fitting whereby inert gas is supplied to the cylinder, fuel intake means extending into the cylinder, and fuel outlet means extending from the cylinder.

3. A fuel vaporizing device for internal combustion engines comprising a cylinder, a. piston reciprocally mounted in said cylinder, means to reciprocate said piston, a cage in said cylinder, a check valve on the cage, a fitting extending into the bottom of the cylinder, a second check valve on the fitting, an inert gas supply line extending to the fitting whereby inert gas is supplied to the cylinder, fuel intake means extending into the cylinder, and fuel outlet means extending from the cylinder, a fuel pump, said fuel supply means extending to the pump, and a fuel pipe which extends into and is secured extending into the fuel pump, a surge chamber into which the fuel pump forces the fuel, a bypass extending from the surge chamber to the fuel pipe, and a check valve in the by-pass.

4. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, acage screwed into the bottom of said cylinder, 8. check valve on the cage, an inert gas supply line extending into the bottom of the cylinder below the check valve, fuel intake means extending into the cylinder, fuel outlet means extending from the cylinder, a fuel pump, means to actuate said fuel pump, said fuel supply means extending into the pump, a fuel pipe extending into the fuel pump, a surge chamber into which the fuel pump forces the fuel, a by-pass extending from the surge chamher to the fuel pipe, and a check valve in the by-pass.

5. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a check valve in the bottom of the cylinder, an inert gas supply line extending into the bottom of the cylinder, fuel intake means extending into the cylinder at the top of the stroke of the piston, and fuel outlet means extending from the cylinder at the bottom of the stroke of the piston.

6. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a check valve in the bottom of the cylinder, an inert gas supply line extending into the bottom of the cylinder, fuel intake means extending into the cylinder at the top of the stroke of the piston, said cylinder having a fuel outlet port and means on the piston cooperating with said fuel outlet port whereby the fuel is emitted from the cylinder at the bottom of the stroke of the piston.

' 7'. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a check valve in the bottom of the cylinder, an inert gas supply line extending into the bottom of the cylinder, said cylinder having a fuel intake orifice therein, said piston being adapted to-open said orifice at the top of the stroke of the piston, said cylinder having a fuel outlet port, means on the piston cooperating with said fuel outlet port whereby the port is uncovered at the bottom of the stroke of the piston.

8. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a check valve in the bottom of the cylinder, an inert gas supply line extending into the bottom of the cylinder, fuel intake means extending into the cylinder at the top of the stroke of the piston, fuel outlet means extending from the cylinder at the bottom of the stroke of the piston, a fuel pump, a supply line extending into the pump, said pump being connected to the fuel intake means, a by pass extending from the fuel intake means to the supply pipe, and a check valve in the by pass whereby a constant pressure is maintained on the fuel going into the cylinder.

9. A fuel vaporizing device for internal combustion engines comprising a cylinder, a piston reciprocally mounted in said cylinder, means to reciprocate said piston, a check valve in the bottom of the cylinder, an inert gas supply line extending into the bottom of the cylinder, said cylinder having a fuel intake orifice therein, said piston being adapted to open said orifice at the top of the stroke of the piston, said cylinder having a fuel outlet port, means on the piston cooperating with said fuel outlet port whereby the port is uncovered at the bottom of the stroke 

